Railway-rail joint



Dec-15,1925 1,565,871 1 R. A. THOMANN ET AL RAILWAY HAIL JOINT Filed Jan. 9, 1925 2 Sheets-Shoat 1 Dec. 15,1925. 1,565,871

r R. A. THOMANN ET AL.

RAILWAY RAIL JOINT Filed Jan. 9, 1925 2 Sheets-Shunt 2 Q Aw KN i i o m w G 6 \1 m a r H 9 "K 19 C t 8 5 l O C)" l "'5 :33; gnuentozg Patented Dec. 15, 1925.

UNITED STATES PATENT OFFICE.

ROBERT A. THOMANN AND JACOB A. HYLE, OF ST. LOUIS, MISSOURI; SAID HYLE ASSIGNOR TO SAID THOMANN.

RAILWAY-RAIL JOINT.

Application filed January To all whom it may concern:

Be it known that we, ROBERT A. THOMANN and Jnoon A. I'IYLE, citizens of the United States, residing at St.- Louis, in the county of St. Louis City and State of Missouri, have invented certain newand useful Improvements in Railway-Rail Joints, of which the following is a specification.

This invention relates to a novel and improved construction of railway rail joints, and has special reference to the construction of the rail joint splice bars and the clamping plates therefor, whereby the clamping effect against the track rails at and near the meeting ends of the rails is more readily facilitated and adapted to compensate for the wear which usually occurs at and near said meeting ends.

The main object of this invention is to provide novel, simple, durable, economical, practical and effective means for safely and reliably uniting and firmly securing the meeting ends of the track rails together, said means servingto materially increase the strength and longevity of the rail joint and track rails.

A further object of the invention is to provide a strong, safe and reliable railway rail joint consisting of a minimum number of parts, with means for rigidly and firmly securing the several pa rtstogether when. properly assemblxl, said joint including novel means adapted to compensate for the wear whichnormally occurs at and near the juncture of the meeting ends of the track rails Another object of the invention is to so construct my improved rail joint that the meeting ends of the track rails will always possess a maximum amount of vertical strength and rigidity to withstand the enormous strains to which the rails are usually subjected during the travel of the heavy rolling stock thereon.

Further objects of the invention are to so construct each rail joint splice bar that if broken it will be impossible for the broken parts of said bar to work outwardly and thus become a dangerous factor during the movement of the rolling stock thereover; to so construct the splice bars and clamping members or plates that when properly assembled and secured together, the clamping 9, 1925. Serial No. 1,383.

efiect against the outer face of the splice bars will be more intense at and near the central portion than at and near each end thereof, thereby permitting the Wave motion of the rails, caused by the rolling stock passing thereover, -to continue substantially to the meeting ends of the rails thus avoiding the usual breakage of the joint at and near the meeting ends of the rails; to so construct each splice bar that its outer face will be clamped by a clamping plate or member throughout its entire length; that the upper reinforced portion of each splice bar intermediate its ends will be caused to be readily flexed and retained in close contact with the lower surface of the rail tread and the upper end portion of the web of the rail at and near the meeting ends of the rails by the proper adjustment of the clamping member fitted therein and simultaneously cause the lower portion of each splice bar to clamp tightly against the upper surface of the base of each rail and the lower portion of the web of the rails; to so construct each clamping member or plate that its upper and lower inner and outer portion of said member is reinforced, and an auxiliary reinforcement formed at its lower end centrally and at each side of the meeting ends of the rails, where excessive strength is required, adapted to extend laterally beyond the splice bar, thus materially increasing the strength and durbility of said clamping member, and with means coacting with means provided in the construction of the splice bar, so that the coaction between the splice bars and clamping members readily facilitates compensation for the wear of the rails at and near their meeting ends.

The foregoing and such other objects as may appear from the ensuing description are attained by the construction, arrangement, location and combination of the several parts hereinafter more fully described, illustrated 'in the accompanying drawings, and more particularly set forth in the claims appended hereto, it being understood that slight changes in the precise form, proportions and minor details of construction may be resorted to without departing from the spirit or sacrificing any of the advantages of the invention.

In the accompanying drawings which form a part of the specification it will be seen that Figure 1 is a side elevation of the improved rail joint embodying our invention.

Figure 2 is a transverse section taken in the plane of the dotted lines 22, Fig. 1, looking in the direction of the arrows.

Figure 3 is a transverse section taken in the plane of the dotted lines 3-3, F ig. 1, looking in the direction of the arrows.

Figure 4 is aside elevation of the outer face of the splice bar.

Figure 5 is a side elevation of the inner face of the splice bar.

Figure 6 is a side elevation of the outer face of the clamping member or plate.

Figure T is a side elevation of the inner face of the clamping member or'plate, and

Figure 8 is a transverse section showing a slightly modified form of clamping plate or member.

In the embodiment of our invention as illustrated, it will be seen that the numeral 1 designates the track rail, the meeting ends of which are connected together by the splice bars 2, each of said bars being rolled from a single piece of suitable steel, and each bar being formed with an elongated opening 3 therethrough, adjacent its upper reinforced portion, and two rounded or curved openings therethrough, each curved opening merging into a slightly contracted formation at its upper end at the points 4i, where it merges into the elongated opening, said openings being formed for the purposes hereinafter described. Each splice bar is formed at its upper end with a reinforced portion 5, formed slightly thicker at its curved portion 6, see Fig. 2, and so shaped as to fit snugly and closely in contact'with and clamp the lower surface -of the rail tread, and the upper end portion of the web 7 of the rail, while the other middle and lower portions thereof being made somewhat thinner and of uniform thickness, the base portion being so formed as to rest tightly into contact with the upper surface of the rail base and the lower end portion of the web of the track rail.

It will be perceived that the outer face of each splice bar forms a wedge-shaped recess 8, for the reception of the clamping member or plate S) which is fitted into said recess overlapping the web portion10 of the bar 2, and extending throughout the length of said bar. Each clamping member or plate 9 is formedat its upper'and lower. portions, both on its inner and its outer face, with an excess of metal serving to materially add to its strength and durability, and an auxiliary reinforcement 11' at its base, centrally thereof and extending'a suitable distance at each side of its central point for the purpose of adding material strength thereto where the added strength is required, said member being formed with four openings therethrough for the reception of the securing bolts 12, each bolt being passed through openings adapted to re ister therewith formed through the track rails and splice bars, and securely fitted to the threaded end of each bolt is a securing nut 13, adapted to contact with the outer face of the clamping plate or member, said nuts being fitted so as to alternate on opposite sides of the joint. Each of the clamping members or plates is formed with a recessed inner face, said recessed face terminating at both its upper and its lower end with an integral inward extension 141, and an outer recessed face is formed, said outer recessed face terminating at its upper and its lower end with an integral outward extension 15. The inner headed or top portion of each clamping member 9 is formed with an integral inwardly extended elongated protuberance or nose member 16 centrally arranged and extending a suitable distance at each side of its longitudinal center, said nose member being adapted to be adjusted inwardly by tightening the securing nuts on the two bolts nearest the meeting ends of the rails and cause the said nose to enter the opening 3 within the splice bar, with the upper inclined bearing surface of the nose in contact with the upper wall of the said opening 3 thereby forcing that portion of the splice bar disposed above the elongated opening 3 to be sprung or flexed upwardly into contact with the worn surface of the rail tread, and such adjustment may be repeated from time to time until the nose is forced into contact with the web of the track rail thereby compensating for the wear at and near the meeting ends of the rail, as

the wear proceeds until the splice bar ceases to properly serve its purpose when it may be replaced by a new one, while the usage of the clamping bars is continued, hence the longevity of the joint is materially increased. the openings l through each splice being so formed at the point e that the securing bolts which are passed therethrough will always be maintained in their proper relation with respect to said splice bar.

It will be observed by reference to Fig. 3 that each splice bar is so reinforced or thickened at its upper end portion as to form a dovetail like portion, which together with the grippng effect of the clampng member against the head and foot portions of the splice bars and the securing bolts passing therethrough, renders it practically impossible for a portion of the splice bar to work outwardly, either sidewise or endwise when broken, thereby preventing such broken part from causing a dai'igerous or destructive menace and obstruction.

'ly'referring to the modified form of clamping member or plate 17 it will be seen that said member is formed with an outwardly extended or flaring base portion 18, extended beyond the base of the rail so that the said member may be suitably spiked or otherwise fixedly secured to the usual crosstie or ties customarily placed at and near the rail joint, and with a top or headed portion 14, as clearly shown in Fig. 8.

In this assembly of the parts it will be evident that the clamping member or plate is disposed in the position it is intended to assume when first secured at the joint with its inwardly extended nose portion in alinement with the outer face of the splice bar, while in Fig. 2 the nose member is shown in full lines in the position it is caused to as sume when first secured to the joint, and by 'dotted lines after adjusting the clamping member from time to time until the said nose is caused to substantially contact with the web portion of the track rails, thus compensating for the wear which has taken place at and near the juncture of the track rails, and in Fig. 3 is shown the nose member in full lines after it reaches its final inward adjustment.

By our novel construction the battering of the ends of the rails is practically eliminated by forcing the clamping members inwardly at and near the meeting ends of the rails, thereby causing the nose member 16 to enter the elongated opening 3 of the splice bars and thus flexing or expanding such portions of the upper reinforced portion of the bars as are disposed at and near the juncture of the track rails into close and rigid contact with the worn portions of the rails, thereby lessening the clamping effect at and near the outer ends of the joint and permit ting the wave motion of the rail to continue to the end of the track rail, which serves to avoid the usual tendency of the breakage of the rail near its ends.

It will be understood that the clamping member or plate is cut away at its top portion at and near each end thereof to furnish sufficient spring or yielding qualities as not to retard the wave motion of the rails and to permit its nose member 16, formed with an upper inclined bearing surface, to register with the elongated opening?) formed through the splice bar above its longitudinal center, so that when the securing nuts are properly adjusted or tightened the said nose member will be caused to enter said opening, thus increasing its bearing surface beneath the rail head and adding to the rigidity of the joint at the meeting ends of the rail. The inward movement of the nose member in contact with the upper wall formed by the opening 3 will cause the reinforced upper portion of the splice bar to be flexed upwardly into close contact with the worn lower surfaces of the rail tread and serve to keep the joint always properly supported at and near the meeting ends of the rails, while there is a comparative looseness at and near each end of the joint to permit the Wave motion of the rails, since it is well known that the ordinary rail joint 1 extension somewhat as shown in Fig. 8 of the drawings, to stiffen the joint and prevent what is known as elbowing of the joint and rails on curves, said extension being so formed as to extend over and beyond the lower end of the splice bar and outer edge of the base of the track rail, and punched with suitable openings for the reception of any desirable securing spikes which are driven in the cross-ties, and since the splice bar is formed of a uniform thickness from its upper reinforced portion to its lower terminal, it may be easily and readily rolled in the required form, after which the openings therethrough of a suitable width and length to permit the extended nose or protuberance formed on the clamp ing member to pass within the opening and be gradually drawn therethrough to take up the wear proportionately as the wear proceeds.

Having thus described our invention what we claim and desire to secure by Letters Patent is 1. A rail joint of the character described, comprising track rails, a splice bar formed with a reinforced upper end portion and of uniform thickness throughout its remaining portion, and an elongated slot out there; through above its longitudinal centre, and means adapted to be gradually adjusted within and through said slot for causing the reinforced end of the splice bar to be flexed tightly against the lower surface of the rail tread.

2. A rail joint of the characterdescribed, comprising track rails, a splice bar formed with a reinforced upper end, and a clamping member consisting of upper and lower and inner and outer reinforced portions, and an integral auxiliary reinforcement extended laterally from the lower end of its outer face at the meeting ends of the rails and to a distance at each side of said meeting ends.

3. In a rail joint, a clamping member formed with an upper portion formed with a reinforcement on both its inner and its outer face, a base portion formed with a reinforcement on its inner and its outer face,

the top portion being formed with an in wardly extended nose member having an upwardly and outwardly inclined surface, and the lower portion formed with an auX- iliary integral laterally extended reinforcement disposed at the meeting ends of the rails and a distance at each side of said meeting ends.

t. In arail joint, a clamping member formed with a top portion having an upwardly and outwardly inclined upper surface adapted to be seated below the rail tread, said top portion terminating with an extended nose member on its inner face, a downwardly and outwardly inclined upper surface extended laterally beyond the rail tread, a reinforcement formed on its top and bottom portions on both its inner and its outer faces, and an auxiliary laterally extended reinforcement formed at its lower end at the meeting ends of the rails and terminating a distance at each side of said meeting ends.

5. A rail joint of the character described, comprising track rails, a splice bar.

formed wit-h an elongated opening above its longitudinal center and a reinforced upper end, a clamping member formed with a reinforcement on its upper and lower portions on both its inner and its outer face; an elongated nose member formed on its inner top portion adapted to be gradually adjusted within said opening, and a reinforcement extended laterally from the outside face and at the lower end of the clamping member at the meeting ends of the rail and terminating at a distance at each side of said meeting ends.

6. A rail joint of the character described, comprising track rails, a splice bar formed with a reinforced upper end, an elongated opening formed therethrough above its longitudinal center, in combination with a clamping member formed with an elongated inwardly extended nose member at its top portion adapted to be adjusted within said opening, and an integral auxiliary reinforcement formed at the lower end portion of said clamping member extending laterally at the meeting ends of the rails and terminating a distance at each side of said meeting ends.

7. A rail joint of the character described, comprising track rails, a splice bar formed with a reinforced upper end, an elongated opening formed therethrough, and two curved openings formed therethrough terminating with a contracted portion at the top of each of said openings, in combination with a clamping member formed with an intermediate elongated inwardly extended nose member at its top portion, a rein forced portion at its upper and lower ends and its inner and its outer faces, an auxiliary reinforcement formed intermediate its ends at its lower portion terminating at each side of the meeting ends of the rails.

8. A rail joint of the character described, comprising track rails, a splice bar formed with an enlarged upper end the remaining portion being of uniform dimensions having an intermediate elongated opening formed therethrougli above its longitudinal center, in combination with a clamping member formed with an inwardly. extended nose member intermediate its ends having an upwardly and outwardly inclined upper surface adapted to be adjustedwithin said open ing in contact with the upper wall thereof to flex the enlarged portion of the splice bar tightly into contact with the lower surface of the rail tread, and an auxiliary reinforcement formed intermediate the ends of the clamping member, at its lower portion and terminating at each side of the meeting ends of the rails.

9. A rail joint of the character described, comprising track rails, a splice bar formed with a reinforced upper end and an intermediate elongated opening therethrough, a clamping member fitted to the recessed outer face of said splicebar and formed with reinforced upper and lower end portions on both its inner and its outer face, an inwardly extended nose member formed intermediate its ends at its top portion, said nose member being adapted to be gradually adjusted into contact with the upper wall of said opening and flex the reinforced upper end of the splice bar tightly against the lower surface of the rail tread to compensate for wear as it takes place at and near the meeting ends of the rails, and an integral laterally extended auxiliary reinforcement at the lower end of the clamping member intermediate its ends and terminating at each side of the meeting ends of the rails.

ROBERT A. THOMANN. JACOB A. HYLE. 

